CN105899390B - Hybrid vehicle - Google Patents
Hybrid vehicle Download PDFInfo
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- CN105899390B CN105899390B CN201480072424.7A CN201480072424A CN105899390B CN 105899390 B CN105899390 B CN 105899390B CN 201480072424 A CN201480072424 A CN 201480072424A CN 105899390 B CN105899390 B CN 105899390B
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- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
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- 229910052759 nickel Inorganic materials 0.000 description 1
- PXHVJJICTQNCMI-UHFFFAOYSA-N nickel Substances [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/105—Infinitely variable gearings of electric type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0666—Engine power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/188—Controlling power parameters of the driveline, e.g. determining the required power
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/43—Control of engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/70—Gearings
- B60Y2400/72—Continous variable transmissions [CVT]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6611—Control to achieve a particular driver perception, e.g. for generating a shift shock sensation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
- Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
- Y10S903/918—Continuously variable
Abstract
Including engine, by the motor of battery output driving and the hybrid vehicle of contiuously variable transmission, when requiring to accelerate, ECU performs sense of acceleration and generates control, which generates control for gradually increasing engine speed from the initial value NEini less than optimized rotating speed.ECU makes up the shortage that the engine as caused by sense of acceleration generates control exports using battery output.When starting sense of acceleration generation control, the low basic initial value NEini_base (S61A) of ECU calculating ratio optimized rotating speeds, and being calculated based on atmospheric pressure allows battery to export the lower limiting value NEmin (S61B) being maintained in equal to or less than regulation electric power.ECU selects a value larger in basic initial value NEini_base and lower limiting value NEmin as initial value NEini (S61C).
Description
Technical field
The present invention relates to a kind of hybrid vehicle, and more particularly to a kind of hybrid electric vehicle including contiuously variable transmission
.
Background technology
In view of the fact that atmospheric pressure reduction causes engine output to reduce in plateau, Japanese Patent Laid-Open No.2008-
267467 (patent documents 1) disclose following technology, i.e., in plateau etc., in the hybrid vehicle including contiuously variable transmission
In, timing is started by the gearshift for postponing contiuously variable transmission to inhibit the delay in driving force generation.
Reference listing
Patent document
[patent document 1] Japanese Patent Laid-Open No.2008-267467
Invention content
Technical problem
Some hybrid vehicles that can be travelled by using the power from least one of engine and motor
Including the contiuously variable transmission between engine and driving wheel.In this hybrid vehicle, lead to when user requires and accelerates
Cross gradually increase engine speed from the value less than optimized fuel efficiency rotating speed attempt generate sense of acceleration situation in, electricity consumption
Pond export (motor output) come make up engine output shortage and thus can obtain required by driving force, even if sense of acceleration
Generation lead to engine the output phase for required driving force shortage.
However, when on plateau, atmospheric pressure is low in, engine output reduces.Thus, when in low atmospheric pressure shape
When sense of acceleration generation control is performed in state, the shortage of engine output further increases and not can overcome the disadvantages that with battery output, this
It may lead to the shortage of driving force.
The present invention has been made to solve foregoing problems, and it is an object of the present invention to provide a kind of hybrid electric vehicles
, which includes engine, contiuously variable transmission and the motor driven by the output power of electrical storage device, mixed at this
It closes in power car, performs for increasing with car speed in low atmosphere pressure state even if working as and increase engine speed
During increase control, the shortage of the driving force as caused by the shortage of the output of electrical storage device is also inhibited.
The solution of problem
(1) vehicle according to the invention is to be gone by using the power from least one of engine and motor
The vehicle sailed, the output of the engine change according to atmospheric pressure, and the motor is driven by the output power of electrical storage device,
The vehicle includes：The contiuously variable transmission being arranged between engine and driving wheel；With for controlling engine, motor and electrodeless
The control device of speed changer.Control device calculates the requirement of engine output based on desired vehicle output and atmospheric pressure,
The requirement rotating speed to calculate engine is exported based on the requirement calculated, and selects the requirement rotating speed calculated and the predetermined upper limit
A smaller optimized rotating speed as engine in rotating speed.When requiring to accelerate, control device is performed for vehicle
The increase of speed increase from the rotating speed of the value increase engine less than optimized rotating speed controls, and by using the output of electrical storage device
Electric power carry out drive motor and make up as increase control caused by engine output shortage.When performing increase control, control
The basic rotating speed of the low fixing speed of device calculating ratio optimized rotating speed；The lower limit rotating speed of engine, the hair are calculated based on atmospheric pressure
The lower limit rotating speed of motivation allows the output power of electrical storage device to be maintained in equal to or less than specified value；And it performs at selection
Reason, the selection handle the hair for selecting the larger rotating speed in basic rotating speed and lower limit rotating speed as increase control period
The rotating speed of motivation.
Using such construction, when performing increase control, the basic rotating speed of the low fixing speed of calculating ratio optimized rotating speed, and
And the lower limit rotating speed of engine is calculated based on atmospheric pressure, which allows the output power of electrical storage device to be maintained in
In or less than specified value.For the fact that engine output is lower as atmospheric pressure is lower, lower limit rotating speed is calculated as
There is larger value as atmospheric pressure is lower.When atmospheric pressure is relatively high and lower limit rotating speed is less than basic rotating speed, base
This rotating speed is selected as the rotating speed of the engine of increase control period.As a result, increase control can be performed using basic rotating speed
And the output power of electrical storage device can be maintained in less than specified value.On the other hand, when with the reduction of atmospheric pressure, under
When limiting rotating speed more than basic rotating speed, lower limit rotating speed is selected as the rotation of increase control period engine.As a result, even if low
Atmospheric pressure state in, could be used that lower limit rotating speed to perform increase control and the output power of electrical storage device can be tieed up
It holds as specified value.Therefore, even if when performing increase control in the state in low atmospheric pressure, by the output of electrical storage device
The shortage of driving force caused by shortage can be also suppressed.
(2) preferably, when starting increase control, control device performs selection processing, so as to which control device is set in increasing
The initial speed of the engine of big control period.
Using such construction, even if when starting increase control in the state in low atmospheric pressure, can also inhibit
The shortage of driving force as caused by the shortage of the output of electrical storage device.
(3) preferably, control device further performs initial speed being constrained to equal to or less than optimized rotating speed
Processing.
Using such construction, initial speed that the engine of increase control period can be prevented be more than optimized rotating speed (on
Limit rotating speed) and prevent user from having sense of discomfort.
The advantageous effects of the present invention
According to the present invention, including engine, contiuously variable transmission and the motor that is driven by the output power of electrical storage device
In hybrid vehicle, perform for increasing with car speed in low atmosphere pressure state even if working as and increase engine and turn
During the increase control of speed, the shortage of the driving force as caused by the shortage of the output of electrical storage device can also be inhibited.
Description of the drawings
[Fig. 1] Fig. 1 is the figure for the total structure for showing vehicle.
[Fig. 2] Fig. 2 be shown in the nomogram of distributing means for power supply engine speed NE, the first motor rotary speed NM1 and
The figure of relationship between second motor rotary speed NM2.
[Fig. 3] Fig. 3 is shown by the flow chart of the ECU process flows performed.
[Fig. 4] Fig. 4 is the figure for the method for being shown schematically for setting optimized rotating speed NEef.
[Fig. 5] Fig. 5 is to be shown schematically for generating control according to sense of acceleration to set ordered engine speed
NEcom and the figure of the method for motor torque TEcom ordered.
[Fig. 6] Fig. 6 is the figure for showing the comparative examples for the present invention.
[Fig. 7] Fig. 7 is the processing of initial value NEini (in S61 in figure 3 shown for calculating engine speed
Processing) detailed process flow chart.
[Fig. 8] Fig. 8 is shown between interim initial value NEini_temp, battery discharge power Pout and atmospheric pressure PA
One exemplary figure of correspondence.
[Fig. 9] Fig. 9 is the correspondence shown between initial value NEini, battery discharge power Pout and atmospheric pressure PA
An exemplary figure.
Specific embodiment
The embodiment of the present invention is described hereinafter with reference to attached drawing.Identical component is accorded with by identical reference in the following description
Number represent.Their title and function is also identical.Therefore the detailed description about them will not repeated.
The term as used herein " electric power " can in a narrow sense refer to electric power (power), and can refer to electric power in a broad sense
Measure (amount of acting) or the electric energy as electric power.Therefore, the term as used herein " electric power " is according to the use situation of the term
And neatly understood.
<The total structure of vehicle>
Fig. 1 is the figure for the total structure for showing the vehicle 1 according to the present embodiment.Vehicle 1 includes engine 10, drive shaft
16th, the first dynamotor (hereinafter referred to as " the first motor ") the 20, second dynamotor (hereinafter referred to as " the second motor ") 30, power
Distributor 40, retarder 58, PCU (power control unit) 60, battery 70, driving wheel 80 and ECU (electronic control unit)
200。
The vehicle 1 is can be travelled by using the power from least one of 10 and second motor 30 of engine
Hybrid vehicle.
It assigns to (to drive for transferring power to drive shaft 16 by distributing means for power supply 40 by the power that engine 10 generates
The path of wheel 80) neutralizes to transfer power in the path of the first motor 20.
Each in first motor 20 and the second motor 30 is the three-phase alternating current electric rotating motivation driven by PCU60.The
One motor 20 can generate electric power by using the power of engine 10 divided by distributing means for power supply 40.Second motor, 30 energy
Power is generated by using at least one of the electric power being stored in battery 70 and the electric power generated by the first motor 20.By
The power of second motor 30 generation is transmitted to driving wheel 80 by drive shaft 16.Second motor 30 is also by the rotation for using drive shaft
Turn that electric power can be generated, and thus play regeneration brake.The electric power generated by the second motor 30 is charged to by PCU60
In battery 70.
Distributing means for power supply 40 is the planetary gear mechanism for including sun gear, rim gear wheel, pinion gear and retainer.The sun
Gear is connected to the first motor 20.Rim gear wheel is connected to the second motor 30 and driving wheel 80 via drive shaft 16.Pinion gear with too
Each engagement in positive gear and rim gear wheel.Retainer is rotatably supported pinion gear, is connected in parallel to engine 10
Bent axle.
Fig. 2 is the rotating speed (hereinafter referred to " engine turn that engine 10 is shown in the nomogram of distributing means for power supply 40
Fast NE "), the rotating speed of the rotating speed of the first motor 20 (hereinafter referred to " the first motor rotary speed NM1 ") and the second motor 30 (hereinafter
Referred to as " the second motor rotary speed NM2 ") between relationship figure.
Since engine 10, the first motor 20 and the second motor 30 pass through the distributing means for power supply 40 that is formed by planetary gear
Connection, so engine speed NE, the first motor rotary speed NM1 and the second motor rotary speed NM2 have following relationship, i.e., they are such as
Connect that (relationship is when any two value is determined, and is remained in the nomogram of distributing means for power supply 40 shown in Fig. 2 by straight line
A remaining value is also specified unambiguously).
For example, even if when the second motor rotary speed NM2 (that is, car speed V) by it is fixed when, also can be by adjusting the first motor
Rotating speed NM1 freely changes engine speed NE.Therefore, no polar region can be come by adjusting the first motor rotary speed NM1 and changes hair
The ratio of motivation rotating speed NE and car speed V.That is, in vehicle 1, the first motor 20 and distributing means for power supply 40 rise can be without polar region
Change the effect of the electrodynamic type contiuously variable transmission of the ratio of engine speed NE and car speed V.Present embodiments can apply to vehicle
The vehicle for including electrodynamic type contiuously variable transmission is not limited to, and present invention is equally applicable to include mechanical (for example, belt)
The vehicle of contiuously variable transmission.
Fig. 2 is also showed that when vehicle 1 is moved forward by using the power from both 10 and second motors of engine 30
The torque (hereinafter referred to " motor torque TE ") of engine 10, torque (hereinafter referred to " the first motor of the first motor 20
Torque TM1 ") relationship between the torque of the second motor 30 (hereinafter referred to " the second motor torque TM2 ") an example
Figure.
When engine 10 is run, motor torque TE is acted on the retainer of distributing means for power supply 40.By promoting
First motor torque TM1 of the reaction force as motor torque TE is acted on the sun gear of distributing means for power supply 40,
The torque transmitted from engine (hereinafter referred to " engine Direct Torque TEc ") acts on the rim gear wheel of distributing means for power supply 40
On.In addition, the second motor torque TM2 is acted directly on the rim gear wheel of distributing means for power supply 40.As a result, engine Direct Torque
The total torque of TEc and the second motor torque TM2 are acted on rim gear wheel.According to the total torque, driving wheel 80 is rotated to promote
Vehicle 1 travels.
Referring again to FIGS. 1, PCU 60 is in battery 70, the first motor 20 and based on the control signal from ECU 200
The power inverter of electrical power conversion is performed between two motor 30.
Battery 70 is configured for including the secondary cell such as nickel metal hydride, lithium ion.Battery 70 can be only
It can be by electric power input to the first motor 20 and the second motor 30 and from 30 output power of the first motor 20 and the second motor
Electrical storage device, and such as large value capacitor can be used for substituting battery 70.
Vehicle 1 is equipped with monitoring sensor 2, vehicle speed sensor 3, barometric pressure sensor 4 and intake air temperature and passes
Sensor 5.Monitor the state (such as, electric current, voltage and temperature) that sensor 2 detects battery 70.Vehicle speed sensor 3 is based on wheel
Rotating speed measring car speed V.Barometric pressure sensor 4 detects air pressure (atmospheric pressure) PA.Inhaled air temperature sensor 5 is examined
Survey the temperature THA (hereinafter referred to " intake air temperature ") for being inhaled into the air in engine 10.In addition, although do not show
Go out, vehicle 1 is equipped with multiple sensors for detecting the various physical quantitys needed for control vehicle 1, and the various physical quantitys are such as
Accelerator opening A (accelerator pedal operation amount of user) and engine speed NE.Testing result is transmitted to by these sensors
ECU 200。
ECU 200 is electronic control unit, which has unshowned CPU (central processing unit) and embedding
The unshowned memory entered wherein.ECU 200 is held based on the information of the information from sensor and storage in memory
Calculation process as defined in row, and the device of the output control vehicle 1 based on calculation process.
Based on the testing result of monitoring sensor 2, the calculating of ECU 200 is stored in the amount of the electric power in battery 70 (hereinafter
Referred to as " SOC ").As various known methods for calculating the method for SOC, can be used, such as, for example, for by making
The method that calculates SOC with the relationship between the voltage and SOC of battery 70 and for by using the sum current value of battery 70
To calculate the method for SOC.
Temperature based on SOC and battery 70, ECU 200 calculate the charge power Win of the permission of battery 70 and putting for permission
Electrical power Wout (is both represented) with unit watt.ECU 200 limits the electric power (hereinafter referred to " electricity being charged in battery 70
Pond charge power Pin ") so that battery charge power Pin is no more than the charge power Win allowed.ECU 200 is limited from battery 70
The electric power (hereinafter referred to " battery discharge power Pout ") of electric discharge is so that battery discharge power Pout is no more than the electric discharge allowed
Power Wout.
ECU 200 controls engine 10, PCU 60 etc., so as to control vehicle drive force.
<The control of vehicle drive force>
Fig. 3 is the flow chart of the flow of processing for showing to perform when ECU 200 controls vehicle drive force.The flow chart exists
It is repeatedly executed in defined execution cycle.
In step (hereinafter referred to as " S ") 10, ECU 200 is calculated based on accelerator opening A, car speed V etc.
Road horsepower Preq (hereinafter referred to " required vehicle power ") required by vehicle 1.
In S20, ECU 200 is calculated based on atmospheric pressure PA (value detected by barometric pressure sensor 4) by repairing
The value that just required vehicle power Preq is obtained, as required engine power PEreq.For example, ECU 200 passes through
Required engine power PEreq is calculated using below equation (a)：
PEreq=Preq × adjusted coefficient K pa... (a)
Adjusted coefficient K pa herein refers to be converted into wanting by required vehicle power Preq according to atmospheric pressure PA
The coefficient of engine power PEreq asked.For example, adjusted coefficient K pa is set at " 1/ atmospheric pressure PA ".As a result, work as air
When pressure PA is 1 atmospheric pressure, adjusted coefficient K pa becomes " 1 ".Correction factor Pka is configured to become with atmospheric pressure PA
It is low and with larger value.
That is, in plateau etc., atmospheric pressure PA is low, and atmospheric density (relative to the air quality of volume of air)
It is low.Therefore, even if when other service conditions (such as throttle opening, fuel injection amount and ignition timing) are identical, by sending out
The power that motivation 10 exports (hereinafter also referred to as " engine power PE ") also reduces.In consideration of it, ECU 200 will pass through
The reduction amount of engine power PE caused by reduction as atmospheric pressure PA is preliminarily added to required vehicle power Preq
And the value obtained is set as required engine power PEreq.
Engine power PE changes not only according to atmospheric pressure PA also according to intake air temperature THA.Therefore, in addition to big
Except atmospheric pressure PA, intake air temperature THA is also based on to correct required vehicle power Preq.For example, when sucking
When air themperature THA is represented with unit Kelvin (absolute temperature), the adjusted coefficient K pa in aforementioned equation (a) can be set
At " (sucking gas temperature THA/273)/atmospheric pressure PA ".
In S30, ECU 200 (is retouched by using required engine power PEreq and fuel efficiency line referring to following
The Fig. 4 stated) calculate required rotating speed NEef_req.
In S31, ECU 200 will be smaller one in required rotating speed NEef_req and predetermined upper limit rotating speed NEmax
It is set as optimized rotating speed NEef.Thus the optimized rotating speed NEef set is stored in memory.
Fig. 4 is the figure for the method for being shown schematically for setting optimized rotating speed NEef.Fuel efficiency line shown in Fig. 4
Be by connect engine 10 can the line that obtains of operating point that most effectively (that is, in optimized fuel efficiency) is run, and start
Machine rotating speed NE and motor torque TE are used as parameter.It is assumed that horizontal axis represents engine speed NE and vertical axis represents
Motor torque TE, then fuel efficiency line is by the curve expression shown in Fig. 4.On the other hand, engine power PE is to start
The product of machine rotating speed NE and motor torque TE (PE=NE × TE), and thus, the curve of PE=PEreq (fixation) is by Fig. 4
Shown in inverse ratio curve represent.
ECU 200 from instruction fuel efficiency line curve and instruction PE=PEreq inverse ratio curve intersection calculations
Required rotating speed NEef_req (S30 in Fig. 3).Therefore, required rotating speed NEef_req is that engine 10 can most have
The engine speed of the required engine power PEreq of effect ground output.
When the required rotating speed NEef_req thus calculated is less than upper limit rotating speed NEmax (shown situations in Fig. 4
In) when, required rotating speed NEef_req is set as optimized rotating speed NEef by ECU 200.
On the other hand, if engine speed NE allows more than upper limit rotating speed NEmax, engine speed NE becomes too
Height, this makes user not feel well.This situation in order to prevent, when required rotating speed NEef_req is higher than upper limit rotating speed NEmax
When, upper limit rotating speed NEmax is set as optimized rotating speed NEef by ECU 200.Therefore, in the present embodiment, engine power is most
Big value PEmax is determined by upper limit rotating speed NEmax and fuel efficiency line.
Referring again to FIGS. 3, after setting optimized rotating speed NEef in S31, ECU 200 judges whether accelerator opening A surpasses
Cross threshold value.The processing is the processing for determining whether the acceleration request there are user.By using other parameters such as target
Driving force substitutes accelerator opening A or other than accelerator opening A also using other parameters such as target drive force, can sentence
Surely it whether there is the acceleration request of user.
If accelerator opening A is not above threshold value (being no in S40), ECU 200 is according to S50 and S51
Optimized fuel control from view of profit set the operating point of engine 10.In the present embodiment, optimized fuel control from view of profit, which refers to, is used for
The ordered engine operation point of setting (the engine speed NEcom ordered and the motor torque TEcom ordered) makes
Obtain the processing that engine 10 most effectively exports required engine power PEreq.
Specifically, in S50, ECU 200 calculates the optimized rotating speed with being set in S31 by using fuel efficiency line
The corresponding optimum torque TEef of NEef.Then, in S51, optimized rotating speed NEef is set as ordered engine by ECU 200
Rotating speed NEcom, and optimum torque TEef is set as ordered motor torque TEcom.
On the other hand, if accelerator opening A is more than threshold value (being yes in S40), ECU 200 is according to S60 to S65
Shown in sense of acceleration generate control to set the operating point of engine 10.In the present embodiment, sense of acceleration, which generates to control, refers to use
Increase engine speed NE in the increase with car speed and provided to provide a user to be similar to by gear transmission
Sense of acceleration sense of acceleration.Hereinafter, sense of acceleration generates control and will be also referred to as " NE increases control ".
Specifically, in S60, ECU 200 judges whether this is that sense of acceleration generates a cycle controlled.For example, work as
When accelerator opening A in previous periodic is less than threshold value, ECU 200 judges that this is the period 1 that sense of acceleration generates control.
If this is the period 1 (being yes in S60) that sense of acceleration generates control, ECU 200 calculates hair in S61
The initial value NEini of motivation rotating speed.Initial value NEini is calculated as less than the optimized rotating speed NEef set in S31.Below will
Method for calculating initial value NEini is described in detail.Then, in s 62, initial value NEini is set as what is ordered by ECU 200
Engine speed NEcom.
On the other hand, if this is second or the subsequent cycle (being no in S60) that sense of acceleration generates control, ECU
200 calculate the increase rate dNE of engine speed in S63.For example, ECU 200 is increased by using below equation (b) to calculate
Big rate dNE：
DNE=max (dNEv, dNEt)+dNEa... (b)
DNEv herein refers to engine speed corresponding with the car speed increase dV from previous periodic to the period
Increase rate (hereinafter referred to " the corresponding increase rate of car speed ").The corresponding increase rate dNEv of car speed is calculated
Into the value for becoming larger and having bigger with car speed increase dV.
DNEt refer to from previous periodic to the corresponding engine speed of the elapsed time in period dT increase rate (under
Referred to herein as " time corresponding increase rate ").Time corresponding increase rate dNEt is calculated as when car speed increase
Value with increase rate dNEv corresponding more than car speed when dV is generally zero, and when car speed increase dV phases
To it is high when the value with increase rate dNEv corresponding less than car speed.Time, corresponding increase rate dNEt was stored beforehand
As fixed value.
The increase rate that dNEa refers to engine speed corresponding with the accelerator opening A in the period (hereinafter referred to " adds
The corresponding increase rate of fast device ").The corresponding increase rate dNEa of accelerator is calculated as accelerator opening A becomes larger and has
There is higher value.
As shown in aforementioned equation (b), ECU 200 is calculated by the way that the corresponding increase rate dNEa of accelerator is added to vehicle
Larger one in the corresponding increase rate dNEv of speed and time corresponding increase rate dNEt obtains increase rate
As increase rate dNE.
In S64, ECU 200 calculates the institute by being added to the increase calculated in S63 rate dNE in previous periodic
The engine speed NEcom acquisitions value of order is as the engine speed NEcom ordered in the period, such as below equation
(c) shown in：
The previous NEcom+dNE... (c) of NEcom=
Therefore, control period is generated in sense of acceleration, the engine speed NEcom ordered is to increase rate dNE from initial
Value NEini gradually increases.As a result, sense of acceleration can be provided a user.
After calculating ordered engine speed NEcom in S62 or S64, ECU 200 is in S65 by using institute
The engine speed NEcom and fuel efficiency line of order calculates ordered motor torque TEcom.
Fig. 5 is to be shown schematically for generating control according to sense of acceleration to set ordered engine speed NEcom
With the figure (processing in S60 to S65 in figure 3) of the method for motor torque TEcom ordered.
In a cycle for generating control in sense of acceleration, the engine speed NEcom ordered is arranged on less than most
The initial value NEini of excellent rotating speed NEef, and ordered motor torque TEcom corresponding with initial value NEini is by making
It is calculated with fuel efficiency line.Therefore, the engine power PE that sense of acceleration is generated in a cycle of control, which has, is less than institute
It is required that the small values of engine power PEreq.
In second or the subsequent cycle that generate control in sense of acceleration, the engine speed NEcom that is ordered is to increase rate
DNE gradually increases, and thus, engine power PE also gradually increases.Then, when the engine speed NEcom ordered reaches
During to optimized rotating speed NEef, engine power PE becomes equal to required engine power PEreq.
As described above, generating control by performing sense of acceleration, engine power PE has temporarily is less than required start
The value of acc power PEreq.Because to be generated in the shortage S70 described below of engine power PE caused by control by sense of acceleration
Processing in made up by the output (that is, battery discharge power Pout) of the second motor 30, it is achieved that the vehicle required by user
Driving force.
Referring again to FIGS. 3, set starting of being ordered when generating control according to optimized fuel control from view of profit or sense of acceleration
During machine operating point (the engine speed NEcom ordered and the motor torque TEcom ordered), ECU 200 falls into a trap in S70
The the second motor torque TM2com for calculating the first ordered motor torque TM1com and being ordered ordered when engine 10
Required vehicle power Preq is passed to driving wheel 80 during the engine operation point operation of order.
As described above, generating control period in sense of acceleration, engine power PE is relative to required engine power
PEreq becomes insufficient (referring to Fig. 5).In processing in S70, the second motor torque TM2com ordered is calculated so that hair
The shortage of motivation power P E is made up by the output (that is, battery discharge power Pout) of the second motor 30.
In S80, ECU 200 controls ignition timing and the opening of throttle opening, fuel injection amount and engine 10
With the timing for closing air inlet valve so that engine 10 is in the engine speed NEcom by being ordered and the hair ordered
It is run at the operating point that motivation torque TEcom is formed.ECU 200 also controls PCU 60 so that the output of the first motor 20 was ordered
First motor torque TM1com and the second motor 30 export the second ordered motor torque TM2com.
<For calculating the processing of the initial value NEini of engine speed in sense of acceleration generation control>
As described above, in vehicle 1, preliminarily make optimized rotating speed NEef's by the reduction according to atmospheric pressure PA
Increase is corrected, substantially to make up the reduction amount of the engine power PE as caused by the reduction of atmospheric pressure PA (referring in Fig. 3
S20 to S31).
On the other hand, in the present embodiment, when user require accelerate when, sense of acceleration generate control be performed in order to
Family provides sense of acceleration.Output (the battery of the second motor 30 of shortage of engine power PE caused by the sense of acceleration generates control
Discharge power Pout) it makes up.
However, when performing sense of acceleration generation control in low atmospheric pressure PA states, with battery discharge power P out
The shortage of engine power PE is not can overcome the disadvantages that, this may lead to the shortage of driving force.The phenomenon will be described with reference to figure 6.
Fig. 6 is the hair for showing, when not performing according to the present embodiment for calculating the processing of initial value NEini, to be ordered
One example of the correspondence between motivation rotating speed NEcom, battery discharge power Pout and atmospheric pressure PA is (for the present invention
Comparative examples) figure.In figure 6, the engine speed NEcom ordered and battery during optimized fuel control from view of profit
Discharge power Pout is indicated by dotted line, and generates the engine speed NEcom ordered and electricity of control period in sense of acceleration
Tank discharge power P out is indicated by solid line.
The engine speed NEcom (dotted line) ordered during optimized fuel control from view of profit is set at optimized rotating speed
NEef.Although the increase amendment of optimized rotating speed NEef, optimized rotating speed NEef quilts are made according to the reduction of atmospheric pressure PA
It is constrained to have sense of discomfort with user equal to or less than upper limit rotating speed NEmax to prevent engine speed from becoming excessively high.Therefore, exist
Atmospheric pressure PA is less than in the region of specified value (regulation atmospheric pressure PA2 in the example shown in Figure 6), optimized rotating speed
NEef is limited to the upper limit rotating speed NEmax less than required rotating speed NEef_req, and thus, engine power PE is opposite
Become that insufficient (hereinafter, the shortage will be referred to as that " PE's as caused by the reduction of atmospheric pressure is short in required vehicle power
Lack ").The shortage of the PE as caused by the reduction of atmospheric pressure is made up by battery discharge power Pout.At this point, as shown in Figure 6, electricity
Tank discharge power P out be no more than allow discharge power Wout, and thus, do not occur during optimized fuel control from view of profit
The shortage of driving force.
On the other hand, the engine speed NEcom (solid line) ordered that control period is generated in sense of acceleration is set
Into with the value less than optimized rotating speed NEef.As a result, the engine power PE of control period is generated relative to wanting in sense of acceleration
The vehicle power Preq asked becomes deficiency, and (hereinafter, which is also referred to as " generating the short of PE caused by controlling as sense of acceleration
Lack ").Therefore, when performing sense of acceleration generation control in regions of the atmospheric pressure PA less than defined atmospheric pressure PA2, no
The shortage of the PE and shortage of PE as caused by sense of acceleration generates control is required for electricity consumption only as caused by the reduction of atmospheric pressure
The output in pond 70 makes up, and battery discharge power Pout increases.However, battery discharge power Pout is constrained to be no more than
The discharge power Wout of permission, and thus, the power made up when the output of application battery 70 is more than the discharge power allowed
During Wout, the output of battery 70 becomes insufficient and the shortage of driving force occurs.
In order to eliminate this deficiency of driving force, ECU 200 generates control period calculating in sense of acceleration as described below and starts
The initial value NEini of machine rotating speed.
Fig. 7 is the processing (processing in S61 in figure 3) for showing the initial value NEini for calculating engine speed
Detailed process flow chart.
In S61A, ECU 200 calculates the basic initial value NEini_base of engine speed.For example, ECU 200 passes through
Basic initial value NEini_base is calculated using below equation (d)：
NEini_base=NEef- specified value N0... (d)
That is, the value of specified value N0 lower than optimized rotating speed NEef is set as basic initial value NEini_base by ECU 200.This
When, it is specified that value N0 can be according to accelerator opening A and car speed V change variate-value.
In S61B, ECU 200 sets the lower limiting value NEmin of engine speed.Lower limiting value NEmin is such starts
The lower limiting value of machine rotating speed NE, in the lower limiting value, battery discharge power Pout can be maintained in equal to or less than regulation electric power Pout1
And it can realize required vehicle power Preq.
For example, ECU 200 calculates the value obtained by subtracting regulation electric power Pout1 from required vehicle power Preq
As the required limit engine power P Emin1 in 1 atmospheric pressure, as shown in below equation (e1)：
PEmin1=Preq- regulation electric power Pout1... (e1)
Herein, it is specified that electric power Pout1 is preliminarily configured to have regulation lower than the discharge power Wout of permission electricity
The value of power.
Then, required limit engine when ECU 200 is calculated by based on atmospheric pressure PA to 1 atmospheric pressure
Power P Emin1 is modified the value of acquisition as required limit engine power P Emin.For example, ECU 200 is by making
Required limit engine power P Emin is calculated with below equation (e2)：
PEmin=PEmin1 × adjusted coefficient K pa... (e2)
Herein, adjusted coefficient K pa is identical with the adjusted coefficient K pa used in equation (a).That is, it for example, corrects
COEFFICIENT K pa is set at " 1/ atmospheric pressure PA " or " (intake air temperature THA/273)/atmospheric pressure PA ".
Then, ECU 200 is started by using required limit engine power P Emin and fuel efficiency line to calculate
The lower limiting value NEmin of machine rotating speed.Engine speed NE is maintained in equal to or higher than the lower limiting value NEmin so calculated, and
Thus, battery discharge power Pout can be maintained in equal to or less than regulation electric power Pout1 and can realize required vehicle
Power P req.
In S61C, ECU 200 selects a value larger in basic initial value NEini_base and lower limiting value NEmin,
Interim initial value NEini_temp as engine speed.
Fig. 8 is the correspondence shown between interim initial value NEini_temp, battery discharge power Pout and atmospheric pressure PA
One exemplary figure of relationship.In fig. 8, optimized rotating speed NEef and battery discharge power Pout corresponding with optimized rotating speed NEef
It is indicated by dotted line, lower limiting value NEmin and battery discharge power Pout corresponding with lower limiting value NEmin are by alternate one is long and the other is short point
Setting-out indicates, basic initial value NEini_base and battery discharge power Pout corresponding with basic initial value NEini_base by
Alternate unexpected misfortune dotted line instruction, and interim initial value NEmin_temp and corresponding with interim initial value NEmin_temp
Battery discharge power Pout indicated by solid line.
When atmospheric pressure PA is less than basic initial value NEini_ higher than regulation atmospheric pressure PA3 and lower limiting value NEmin
During base, basic initial value NEini_base is selected as interim initial value NEini_temp.It as a result, can be from basic initial value
NEini_base starts sense of acceleration and generates control, and battery discharge power Pout can be maintained in less than regulation electric power Pout1.
On the other hand, when atmospheric pressure PA gets lower than regulation atmospheric pressure PA3, and accordingly, lower limiting value NEmin surpasses
When crossing basic initial value NEini_base, lower limiting value NEmin is selected as interim initial value NEini_temp.As a result, even if
When atmospheric pressure PA gets lower than regulation atmospheric pressure PA3, also can since lower limiting value NEmin sense of acceleration generate control and
Battery discharge power Pout can be maintained at regulation electric power Pout1.Therefore, even if when being less than regulation atmospheric pressure in atmospheric pressure PA
When starting sense of acceleration generation control in the state of power PA3, the shortage of the driving force as caused by the shortage of the output of battery 70 also can
It is suppressed.
Referring again to FIGS. 7, in S61D, ECU 200 obtains the optimized rotating speed NEef set in S31 in figure 3 (from depositing
Reservoir reads optimized rotating speed NEef).
In S61E, ECU 200 will be in the interim initial value NEini_temp and optimized rotating speed NEef that are selected in S61C
Smaller one as initial value NEini.That is, initial value NEini is constrained to be equal to or less than optimized rotating speed by ECU 200
NEef (that is, equal to or less than upper limit rotating speed NEmax).
Fig. 9 is show correspondence between initial value NEini, battery discharge power Pout and atmospheric pressure PA one
Exemplary figure.In fig.9, initial value NEini and battery discharge power Pout corresponding with initial value NEini are indicated by solid line.
Other dotted lines, alternate one is long and the other is short dotted line and alternate unexpected misfortune dotted line are identical with those shown in figure 8 above,
And thus, it does not repeat to be described in detail here.
In the region for being less than regulation atmospheric pressure PA4 in atmospheric pressure PA, interim initial value NEini_ shown in fig. 8
Temp is more than optimized rotating speed NEef (upper limit rotating speed NEmax).
In contrast, in the region for being less than regulation atmospheric pressure PA4 in atmospheric pressure PA, the initial value shown in Fig. 9
NEini is limited to optimized rotating speed NEef (upper limit rotating speed NEmax).Therefore, it is possible to prevent engine speed NE more than optimal turn
Fast NEef (upper limit rotating speed NEmax) and user have sense of discomfort.
Because initial value NEini is limited to optimized rotating speed NEef (upper limit rotating speed NEmax), battery discharge power
Pout becomes to be above regulation electric power Pout1, and battery discharge power Pout is maintained in the discharge power Wout less than permission, such as
Shown in Fig. 8.As a result, the shortage of the driving force as caused by the shortage of the output of battery 70 does not occur.
As described above, when user requires to accelerate, sense of acceleration is performed according to the ECU 200 of the present embodiment and generates control (NE
Increase control) for from the initial value NEini increases engine speed NE less than optimized rotating speed NEef so that car speed increases
Greatly.ECU 200 makes up the shortage of the PE as caused by sense of acceleration generates control using battery discharge power Pout.
In addition, when starting sense of acceleration generation control, the low specified value N0's of 200 calculating ratio optimized rotating speed NEef of ECU is basic
Initial value NEini_base, and lower limiting value NEmin is calculated based on atmospheric pressure PA, which allows battery discharge power
Pout is maintained in equal to or less than regulation electric power Pout1.Then, ECU 200 selects basic initial value NEini_base under
Larger one value generates the initial value NEini of engine speed when control starts as sense of acceleration in limit value NEmin.Knot
Fruit, even if when atmospheric pressure PA is low, battery discharge power Pout can be also maintained in equal to or less than regulation electric power
Pout1.Therefore, even if when starting sense of acceleration generation control (NE increases control) in the state in low atmospheric pressure PA, by
The shortage of driving force caused by the shortage of the output of battery 70 can be also suppressed.
<Modification>
For example, previous embodiment can also make following change.
(1) in the aforementioned embodiment, when starting sense of acceleration generation control in the low regions of atmospheric pressure PA, engine
The initial value NEini of rotating speed is determined to be the appearance for the shortage for preventing driving force.Then, it is generated in atmospheric pressure PA in sense of acceleration
Control starts in the situation reduced later, can also determine engine speed using similar method.
(2) in the aforementioned embodiment, control period is generated in sense of acceleration, by by the corresponding increase rate dNEa of accelerator
It is added to what a rate larger in the corresponding increase rate dNEv of car speed and time corresponding increase rate dNEt obtained
Increase rate is calculated as increase rate dNE (referring to aforementioned equation (b) etc.).However, for calculating the side of increase rate dNE
Method is without being limited thereto.
For example, the corresponding increase rate dNEa of accelerator can be deleted from aforementioned equation (b).In addition, car speed pair
The increase rate dNEv answered, which can be set to increase rate dNE or time corresponding increase rate dNEt, to be set
To increase rate dNE.
(3) in the aforementioned embodiment, to based on the power required by vehicle come control the situation of vehicle drive force to
Description is gone out.However, it is possible to vehicle drive force is controlled based on the torque required by vehicle.
It should be understood that presently disclosed embodiment is all illustrative rather than restrictive in either side.This
The range of invention limits, and the scope of the present invention is intended to include by the clause limitation of claims rather than by above description
Any modification within the range and meaning for the clause for being equal to claims.
Reference numerals list
1 vehicle；2 monitoring sensors；3 vehicle speed sensors；4 barometric pressure sensor；5 intake air temperatures sense
Device；10 engines；16 drive shafts；20 first motors；30 second motors；40 distributing means for power supply；58 retarders；70 batteries；80
Driving wheel；200ECU.
Claims (3)
1. a kind of hybrid vehicle, the hybrid vehicle can be by using at least one in engine and motor
A power travels, and the output of the engine changes according to atmospheric pressure, the motor by electrical storage device output electricity
Power drive, the hybrid vehicle include：
Contiuously variable transmission, the contiuously variable transmission are arranged between the engine and driving wheel；And
Control device, the control device are configured to：
(i) engine, the motor and the contiuously variable transmission are controlled；
(ii) the requirement output based on the hybrid vehicle and the atmospheric pressure are defeated to calculate the requirement of the engine
Go out；And
(iii) it exports to calculate the requirement rotating speed of the engine based on the requirement calculated,
It is characterized in that, the control device is further configured to：
(iv) the smaller rotating speed in the requirement rotating speed calculated and predetermined upper limit rotating speed is selected as the engine
Optimized rotating speed；
(v) it when requiring to accelerate, performs to increase the hair from the value less than the optimized rotating speed with car speed increase
The increase control of the rotating speed of motivation；
(vi) motor is driven by using the output power of the electrical storage device, makes up and is made by the increase control
Into the engine output shortage；
(vii) when performing the increase control, the basic rotating speed of the low fixing speed of optimized rotating speed described in calculating ratio；
(viii) the lower limit rotating speed of the engine is calculated based on the atmospheric pressure, the lower limit rotating speed of the engine is permitted
Perhaps the output power of described electrical storage device is maintained in equal to or less than specified value；And
(ix) selection processing is performed, the selection processing is larger in the basic rotating speed and the lower limit rotating speed for selecting
Rotating speed of one rotating speed as the engine in the increase control period.
2. hybrid vehicle according to claim 1, it is characterised in that：
The control device is configured to when starting the increase control, performs the selection processing, so as to which the control fills
Put the initial speed for being configured to the engine for being set in the increase control period.
3. hybrid vehicle according to claim 2, it is characterised in that：
The control device is configured to perform the initial speed being constrained to equal to or less than the optimized rotating speed
Processing.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014-006909 | 2014-01-17 | ||
| JP2014006909A JP5928493B2 (en) | 2014-01-17 | 2014-01-17 | vehicle |
| PCT/JP2014/006036 WO2015107586A1 (en) | 2014-01-17 | 2014-12-03 | Hybrid vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105899390A CN105899390A (en) | 2016-08-24 |
| CN105899390B true CN105899390B (en) | 2018-06-29 |
Family
ID=52282810
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480072424.7A Expired - Fee Related CN105899390B (en) | 2014-01-17 | 2014-12-03 | Hybrid vehicle |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US9873423B2 (en) |
| JP (1) | JP5928493B2 (en) |
| KR (1) | KR101732858B1 (en) |
| CN (1) | CN105899390B (en) |
| DE (1) | DE112014006191T5 (en) |
| WO (1) | WO2015107586A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6468223B2 (en) * | 2016-03-08 | 2019-02-13 | トヨタ自動車株式会社 | Hybrid car |
| JP6399039B2 (en) * | 2016-05-18 | 2018-10-03 | トヨタ自動車株式会社 | Hybrid car |
| MX2021012565A (en) * | 2019-04-16 | 2021-11-12 | Nissan Motor | Control method for hybrid vehicle and control device for hybrid vehicle. |
| US11465496B2 (en) * | 2019-08-29 | 2022-10-11 | Kawasaki Motors, Ltd. | Power unit of utility vehicle |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4764155A (en) * | 1984-12-06 | 1988-08-16 | Nissan Motor Co., Ltd. | Method of controlling continuously variable transmission |
| US5022285A (en) * | 1988-11-16 | 1991-06-11 | Nissan Motor Co., Ltd. | Transient reduction ratio control during shift between two mode operations |
| US5514046A (en) * | 1991-06-21 | 1996-05-07 | Dr. Ing. H.C.F. Porsche Ag | Method for controlling an infinitely variable motor vehicle transmission |
| US6019701A (en) * | 1997-03-07 | 2000-02-01 | Nissan Motor Co., Ltd. | Shift control apparatus for continuously variable transmission |
| JP2008267467A (en) * | 2007-04-19 | 2008-11-06 | Toyota Motor Corp | Control device for continuously variable transmission |
| CN101634362A (en) * | 2007-11-02 | 2010-01-27 | 通用汽车环球科技运作公司 | Method for altitude-compensated transmission shift scheduling |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003254421A (en) | 2002-02-28 | 2003-09-10 | Fuji Heavy Ind Ltd | Shift control device for continuously variable transmission |
| JP4263750B2 (en) * | 2007-03-29 | 2009-05-13 | トヨタ自動車株式会社 | Hybrid vehicle and control method thereof |
| JP2009280094A (en) * | 2008-05-22 | 2009-12-03 | Toyota Motor Corp | Power output device and method of controlling the same, and vehicle |
| JP2013103578A (en) * | 2011-11-11 | 2013-05-30 | Toyota Motor Corp | Drive control device of hybrid vehicle |
| JP5939196B2 (en) | 2013-04-25 | 2016-06-22 | トヨタ自動車株式会社 | Automobile |
-
2014
- 2014-01-17 JP JP2014006909A patent/JP5928493B2/en active Active
- 2014-12-03 US US15/108,606 patent/US9873423B2/en active Active
- 2014-12-03 WO PCT/JP2014/006036 patent/WO2015107586A1/en active Application Filing
- 2014-12-03 KR KR1020167018862A patent/KR101732858B1/en active IP Right Grant
- 2014-12-03 CN CN201480072424.7A patent/CN105899390B/en not_active Expired - Fee Related
- 2014-12-03 DE DE112014006191.3T patent/DE112014006191T5/en not_active Ceased
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4764155A (en) * | 1984-12-06 | 1988-08-16 | Nissan Motor Co., Ltd. | Method of controlling continuously variable transmission |
| US5022285A (en) * | 1988-11-16 | 1991-06-11 | Nissan Motor Co., Ltd. | Transient reduction ratio control during shift between two mode operations |
| US5514046A (en) * | 1991-06-21 | 1996-05-07 | Dr. Ing. H.C.F. Porsche Ag | Method for controlling an infinitely variable motor vehicle transmission |
| US6019701A (en) * | 1997-03-07 | 2000-02-01 | Nissan Motor Co., Ltd. | Shift control apparatus for continuously variable transmission |
| JP2008267467A (en) * | 2007-04-19 | 2008-11-06 | Toyota Motor Corp | Control device for continuously variable transmission |
| CN101634362A (en) * | 2007-11-02 | 2010-01-27 | 通用汽车环球科技运作公司 | Method for altitude-compensated transmission shift scheduling |
Also Published As
| Publication number | Publication date |
|---|---|
| DE112014006191T5 (en) | 2016-10-20 |
| WO2015107586A1 (en) | 2015-07-23 |
| KR101732858B1 (en) | 2017-05-04 |
| KR20160098395A (en) | 2016-08-18 |
| JP5928493B2 (en) | 2016-06-01 |
| JP2015134567A (en) | 2015-07-27 |
| US20160325733A1 (en) | 2016-11-10 |
| US9873423B2 (en) | 2018-01-23 |
| CN105899390A (en) | 2016-08-24 |
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